mccambridge



, 2 Sheets-Shet 1. S. MCCAMBRIDGE- Car Brake.

Pa tnted July 28 N. PETERS. mumum, Walhingwn. n a

2 Sheets-Sheet 2.

s. McCAMBRIDGE.

Car Brake.

No. 80,419. Patented July 28, 1868.

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Letters Patent No. 80,419, dated July 28, 1868.

IMPROVED GAR-BRAKE.

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TO ALL WHOM IT MAY CONCERN:

Be it known that I, SAMUEL McCAMBRInGE, of the city and county ofPhiladelphia, and State of Pennsylvania, have invented a new andimproved Mode'of Operating the Brake-Levers of a Train of Cars; and I dohereby declare that the following is a full and exact descriptionthereof, reference being had to the accompanying drawings, and to theletters of reference marked thereon.

The nature of my invention consists, in the first place, in a machinefor operating the brake-levers of a train of cars, the said machinebeing combined with one of the axles of the engine, and one end of thecontinuous chain which is woven over a series of sheaves foroperatingjho brakedevcrs, as set forth in my patent dated February 5,1867; and, in the second place, in the combination of a spring-seatedslide with the rear car of the train, and the rear end of the continuouschain above mentioned, to give elasticity to the pull upon said chain,to prevent its breaking when the last car spreads from the train, aswill'bc understood by the following description.

In the accompanying drawings, which make a part of this specification-Figure l is a plan of a railroad-car and engine with the improvementattached.

Figure 2 is a vertical section atthe line It of fig. 1.

scale. 7

Figures 6 and 7 are a plan and end view of tho spring-seated slide J,and doubloguide K.

Figure 8 is a side view of one of the springs a.

Like letters in all the figures indicate the same parts.

A is the frame of the engine, B B the axles, and C C C G the wheels; Dis the bottom frame of a car, and E E the trucks of the same. There is acontinuous chain, F, connected at its front end with the shaft G of themachine H, beneath the floor of the engine; which chain is woven overa'shcavc, a, of the brake-lever I of each car, and a; stationary sheave,6. But, as this combination and arrangement of the chain with the loversare fully set forth in my patent dated February 5, 1867, I deem afurther description unnecessary. The'rear end Figures 3, 4, and 5 arerespectively a plan, side elevation, and end view of the machine H, onan enlarged of the chain F is attached to the slide J, on thedouble-guide bar K, which is connected to the rear end of the lasttruck, E, as seen in figs. 1 and 2. There are springs, c a, on theguide, which yield when the chain is wound up, and return the slide backwhen the brake-levers are released. The slide J and double-guide rod Kare represented on an enlarged scale in sheet No. 2, figs. G and 7, andmeet the springs c, in fig. 8.

The machine H, which is represented detached from the engine, on anenlarged scale, is constructed as follows: There are side pieces, L L,which, by means of stays, cl, are confined beneath and to the frame ofthe engine, as seen in 2. The said side pieces are connected together bymeans of cross-bars or bolts, a e, and sustain the revolving chain-shaftG, conntcr'shaft BI, and cam-shaft N. The counter-shaft M is connectedwith the axle B of the engine, by means of the pulley O on the former,the pulley O on the latter, and the belt P. The shafts G and Marcprovided with gear-wheels Q, (IQ which are brought into connection whenthe brakelevers are to be operated, as hereinafter described, and icturnautomatically out of gear when said levers are to: be released. Theshaft N has at each end a cam, It, which bears on a friction-wheel, S,of the counter-shaft M when said'shaft is to be thrown into gear withthe chain-shaft G. In this operation, the journal-boxesfpass from theeccentric and diverging part of the slots y, in whicln they slide, intothe concentric part of the said grooves, and the shaft in this movementtightens the belt P, and then, by the revolutions of the rear axle Bofthe engine, the shafts of the machine H are revolved," by means of theconnections above described, so as to cause the shaft G to wind up thechain F, and operate the brake-levers.

The cam-shaft N is operated by means of the lever T, which is connectedto the arm h of the shaft by means i of the rod 2', as seen in fig. 2.The said lever is guided by the concentric stationary bars j, betweenwhich it moves, and has a spring-bolt, It, which catches in the notchesZ, to hold the lever in position.

There is a tightening-strap, U, around the wheel V, on one end of thechain-shaft G, being connected at its lower end with the stud m, whichprojects inwards from one of the side pieces L, and at its upper endwith the lever V, by means of the horizontal rod n. The said leverisprovided with a spring-bolt, 0, which catches into the notched rack X,which is in two parts, between which the lever is guided,

There is but one car represented in the drawings, but the samearrangement of the continuous chain F would be carriedout with anynumber of cars in a train.

The operation is asfollows: I

When the engineer wishes to apply the brakes, he moves the handle of thelever T in the direction of the arrow until the counter-shaft M isthrown into gear with the chain-shaft G, and the belt P is madesufliciently levers and arrest the'motion of the train. When the belt istight enough, the lever is retained in its position by the spring-boltis until the chain is wound'up from its slack condition, and the-brakesare applied. By this time the engineer, by means of the lever W, asabove described, tightens the strap U to hold the chain tight, andreleases the lever T, and the counter-shaft M is automatically thrownout of gear with the chain-shaft G, by its 'journal-boxesfdescending inthe'slots G, which diverge from the centre of the chain-shalt, as abovestated, and the belt P is slackened, so as to cut ofi' the action of theengine from the machine H. Upon the tightening of the chain F, the slideJ and springs c 0 partially yield from their maximum capacity ofstrength,

giving elasticity to the pull upon the chain F, to prevent its breakingas the last car spreads from the train, And when the train is bi'orightto a stop, and the engineer wishes to release the brakes from thewheels, he dis.- engages the lever W from its rack, X, and reverses itsposition, so as to loosen the continuous chain F, and thereby allow thebrakes to be sprung back from their respective wheels. The slide Jisalso returned to its former position by the elongation of the springs cc. v i

What I claim as new, and desire to secure by Letters Patent, is

1. The combination of the shafts G, M, and N cog-wheels Q "and Q, cams RR,-friction-whecls S S, belt P, and pulleys O and O, with the, shaft Bof the en gi-nqand the wheel V and tightening-strap U, when the severalparts are eonstructed,arranged, and operated in relation to each othersubstantially in the manner and for the purpose set forth.

2. The combination and arrangementjof the lever W, connecting-rod n,tightening-strap U, and wheel V,

with the chain-shaft G, for holding the chain F tight when the machineis thrown out of gear with the engine, substantially in the mannerdescribed.

3. The combination and arrangementof the spring-seated slide J with thelast truck E and chain F, substantially as and for the purpose setforth.

In testimony whereof, I have hereunto set my hand and aifixed my seal,this 27th day of January, 1868.

s. McCAMBRIDGE. a 8.]

Witnesses STEPHEN Usrmx,

JonN Wiurs.

tight for the motion of the engine, to wind up the continuous chain Fwith sufl'icient force to operate the brake,

